[et_pb_section fb_built=”1″ _builder_version=”4.16″ custom_padding=”0px||0px|||” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row column_structure=”2_3,1_3″ module_class=”reverse-columns-mobile” _builder_version=”4.16″ custom_padding=”0px|||||” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”2_3″ _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text _builder_version=”4.23.1″ global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n
[\/et_pb_text][\/et_pb_column][et_pb_column type=”1_3″ _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text _builder_version=”4.23.1″ text_font=”roboto-regular||||||||” text_text_color=”#003a7c” custom_margin=”||0px||false|false” custom_margin_tablet=”||15px||false|false” custom_margin_phone=”” custom_margin_last_edited=”on|tablet” global_colors_info=”{}” theme_builder_area=”post_content”]Credits: Adobestock\/mas0380, Freepik, Pixabay, Antje Schimanke Fotografie , Bundeswehr\/Jule Peltzer, BLG LOGISTICS, Brelog, BBC Chartering, J\u00f6rg Sarbach, Cuxport[\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section fb_built=”1″ _builder_version=”4.23.1″ custom_padding=”0px||0px|||” bottom_divider_color=”#DFE6EE” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row column_structure=”2_3,1_3″ _builder_version=”4.16″ custom_padding=”0px|||||” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”2_3″ _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text _builder_version=”4.23.1″ global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n
Since the Covid-19 pandemic, everything in the transport, logistics and shipping sectors has been on the move, both literally and figuratively. The significant supply chain bottlenecks during this period continue to have an impact, for example. Indeed, the realisation that some dependencies pose risks, that global trade must become more resilient, that functioning supply chains are vital and that sufficient capacity on ships and in ports is essential for this. <\/p>\n
In reaction, the container liner shipping companies are expanding their fleets at record speeds. According to international shipping organisation Bimco, 350 new container ships with a total capacity of around 2.2 million TEU were delivered in 2023. This significantly exceeded the previous record of 1.7 million TEU set in 2015. It does not end there. This year, 478 box carriers with a capacity of 3.1 million TEU are expected to enter the market , which is\u00a0a 41 per cent more than last year. <\/p>\n
But what does the increase in large container ships associated with the boom in new builds mean for the ports? \u201cThe impact of larger ships and larger call sizes on container terminal operations are considerable,\u201d explained Aad Scholten, Managing Director of the North Sea Terminal Bremerhaven. \u201cIn my experience, larger ships bring economies of scale for shipping companies, but not at all for terminal operators.\u201d <\/p>\n
Normally, a vessel calls at the terminal once a week. \u201cIf this weekly volume arrives on fewer larger ships with correspondingly more containers, this will have an impact on how work at the terminal is distributed,\u201d Scholten added. The result is more peaks and troughs, making it harder to organise operations efficiently. Furthermore, the fact that larger ships generally transport more containers per call is also challenging. \u201cThis may require investment in larger container gantry cranes and additional yard capacity,\u201d the managing director emphasised. In addition, larger ships require longer lay times and take up more mooring space at the port, which has an impact on berth capacity availability.<\/p>\n
\u201cOnly by cooperating with other participants in the container supply chain can terminal operators deliver the right container to the right place at the right time throughout the entire process and, in doing so, optimise their operations sustainably,\u201d he summarised. Container liner shipping companies Hapag-Lloyd and Maersk are also joining forces with a new partner, under the name Gemini Cooperation, to create a flexible and interconnected service network starting February 2025. <\/p>\n
[\/et_pb_text][\/et_pb_column][et_pb_column type=”1_3″ module_class=”dtb-sticky” _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_sidebar area=”et_pb_widget_area_7″ show_border=”off” admin_label=”Werbung Startseite \/ Artikel” _builder_version=”4.16″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_sidebar][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section fb_built=”1″ custom_padding_last_edited=”on|phone” _builder_version=”4.23.1″ _module_preset=”default” background_image=”https:\/\/www.logistics-pilot.com\/wp-content\/uploads\/2023\/02\/Main_800_2.jpg” parallax=”on” custom_padding=”0px||650px||false|false” custom_padding_tablet=”” custom_padding_phone=”” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row _builder_version=”4.16″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.16″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section fb_built=”1″ _builder_version=”4.16″ custom_padding=”0px||0px|||” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row column_structure=”2_3,1_3″ _builder_version=”4.16″ custom_padding=”||||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”2_3″ _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text _builder_version=”4.23.1″ text_font=”roboto-regular||||||||” text_text_color=”#003a7c” custom_margin=”-5px||||false|false” custom_margin_tablet=”||15px||false|false” custom_margin_phone=”” custom_margin_last_edited=”on|tablet” global_colors_info=”{}” theme_builder_area=”post_content”]On 23 February, the German Bundestag decided to deploy the frigate \u201cHessen\u201d as part of the EU\u2019s \u201cEUNAVFOR Aspides\u201d operation. The ship\u2019s deployment with German military involvement makes an important contribution to protecting vessels in the southern Red Sea and Bab al-Mandab area from both missile and drone attacks, as well as from piracy attempts using helicopters and boats.[\/et_pb_text][et_pb_text _builder_version=”4.23.1″ custom_margin=”||||false|false” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n
And how well is this going down? According to the Bremen Freight Forwarders\u2019 Association (VBSp), this is a purely commercial decision. The markets could even benefit from the alliance if the two shipping companies succeed in boosting the punctuality rate of their services to a new level. Also positive is the fact that Hapag-Lloyd still primarily considers itself a carrier and has no ambitions to operate in integrated logistics.<\/p>\n
From Bremen\u2019s perspective, the fact that container terminals in Bremerhaven and Wilhelmshaven will gain additional handling volumes is particularly welcome. \u201cThis should be a further incentive for politicians and local authorities to proceed with upgrading the quays and deepening the Outer Weser quickly,\u201d emphasised Thorsten Dornia, VBSp Executive Chairman.<\/p>\n
The situation regarding the order books in project and multipurpose heavy-lift shipping is completely different. \u201cThere\u2019s no substantial new build programme that would lead to major fleet growth at the moment,\u201d reported Knut Voigt, Branch Manager at BBC Chartering in Bremen. This is despite the fact that, according to UK consultancy firm Drewry, 65 per cent of multipurpose vessels worldwide are 15 or more years old. BBC Chartering and Briese Schifffahrt are therefore currently investing in new tonnage that will gradually replace these older entities. <\/p>\n
However, both container liner shipping companies and the multipurpose heavy-lift shipping industry are also having to cope with terrorist attacks by the Houthi rebels in the Red Sea. Indeed, around ten per cent of all global trade usually passes through here, and almost a third of all containers pass through the Bab al-Mandab Strait, which connects the Red Sea with the Gulf of Aden.<\/p>\n
But things have changed. Hapag-Lloyd is not the only shipping company that has diverted its ships since 21 December. \u201cNine out of ten container ships that previously travelled through the Red Sea and the Suez Canal on the trade routes between the Far East and the Mediterranean, Northern Europe and the US East Coast are rerouting via the Cape of Good Hope,\u201d reported Peter Sand, Chief Analyst at Xeneta, a market research company. <\/p>\n
According to the \u201cKiel Trade Indicator\u201d, over 80 per cent fewer containers passed through here in January than would actually have been expected. This also impacts ports such as Hamburg and Bremerhaven, where the number of incoming ships fell by 25 per cent. Experts from the consultancy and analysis firm Sea-Intelligence report that the required transport capacity in TEU miles between the Far East and Europe has also increased by around 35 per cent. Analysts calculated a global increase of 16 per cent in mid-February. <\/p>\n
Emissions are also rising. The United Nations Conference on Trade and Development (UNCTAD) estimates that the extra fuel consumption due to the greater distances and higher speeds travelled could lead to an increase in greenhouse gas emissions of up to 70 per cent on a round trip from Singapore to Rotterdam. To put this in context, the ships travel at an average speed of around one knot, but in some cases up to three or four knots faster.<\/p>\n
It takes around 10-20 days longer for deliveries to reach northern Europe and the Mediterranean. \u201cThe supply chains have been severely disrupted and are still being so,\u201d added Sand. \u201cThere\u2019s currently no end in sight; being shot at is still the order of the day\u201d, he continued. \u201cHowever, all other attempts to board and hijack have been rebuffed so far.\u201d The multinational security initiative Operation Prosperity Guardian has played its part in this since late December.<\/p>\n
\u201cRight now, we can assume that vessels will have to be routed around the Cape of Good Hope in the coming months, too,\u201d stated VBSp chairman Dornia. “There\u2019ll be a new regularity, especially as many shipping companies, including Hapag-Lloyd, are maintaining their schedule density with more ships.\u201d The Hamburg-based company has 14 to 15 container ships travelling between Asia and Europe instead of the usual twelve, and has also purchased 125,000 TEU of additional boxes.
\nAccording to Dornia, industry and trade will ultimately adjust to the longer journey times and plan their orders correspondingly. \u201cThe result is significantly higher freight rates for container transport and higher costs of capital tied up,\u201d he stated. \u201cIndustry and trade will pass these on to the market before long.\u201d<\/p>\n
Plus: \u201cThe ensuing delays are weighing on German foreign trade after an already weak 2023,\u201d said Melanie Vogelbach, Head of International Economic Policy and Foreign Trade Law at The German Chamber of Commerce and Industry (DIHK). \u201cEven if companies\u2019 supply chains have proved resilient so far,\u201d she added, \u201cthe delayed imports and exports alongside the increased freight rates are significant and could have an adverse impact in the coming weeks. After all, global freight capacities and alternatives to container shipping are limited.\u201d<\/p>\n
Besides the crisis in the Red Sea and the wars in Ukraine and Israel, geopolitical uncertainties in relation to China also remain an issue. Tensions between China and Taiwan and in the South China Sea are escalating. A conflict in these maritime regions would have far-reaching consequences, as roughly half of global maritime trade passes through the Taiwan Strait alone. Although the USA is becoming an increasingly important trading partner for Germany, China remains in first place. Around 500 companies in Bremen regularly trade with China, and around 200 even have their own subsidiary, branch or production facility there.<\/p>\n
[\/et_pb_text][\/et_pb_column][et_pb_column type=”1_3″ module_class=”dtb-sticky” _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_image src=”https:\/\/www.logistics-pilot.com\/wp-content\/uploads\/2023\/02\/Aad-Scholten_500px.png” alt=”Helena Rapp, Referentin f\u00fcr europ\u00e4ische Initiativen und F\u00f6rderprogramme in der maritimen Branche beim DMZ” title_text=”Aad-Scholten_500px” align=”center” _builder_version=”4.23.1″ custom_margin=”25px||||false|false” custom_margin_tablet=”” custom_margin_phone=”25px||||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.23.1″ header_3_text_color=”#002e5b” text_orientation=”center” custom_margin_tablet=”” custom_margin_phone=”||40px||false|false” custom_margin_last_edited=”on|phone” custom_padding=”||75px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n
Aad Scholten, Managing Director of the North Sea Terminal Bremerhaven <\/p>\n
[\/et_pb_text][et_pb_image src=”https:\/\/www.logistics-pilot.com\/wp-content\/uploads\/2023\/02\/Thorsten-Dornia_500px-1.png” alt=”Helena Rapp, Referentin f\u00fcr europ\u00e4ische Initiativen und F\u00f6rderprogramme in der maritimen Branche beim DMZ” title_text=”Thorsten-Dornia_500px” align=”center” _builder_version=”4.23.1″ custom_margin=”25px||||false|false” custom_margin_tablet=”” custom_margin_phone=”25px||||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.23.1″ header_3_text_color=”#002e5b” text_orientation=”center” custom_margin_tablet=”” custom_margin_phone=”||40px||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n
Thorsten Dornia, Executive Chairman of the Bremen Freight Forwarders\u2019 Association[\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section fb_built=”1″ _builder_version=”4.23.1″ custom_padding=”0px||0px|||” bottom_divider_color=”#DFE6EE” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row column_structure=”2_3,1_3″ _builder_version=”4.16″ custom_padding=”||||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”2_3″ _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_image src=”https:\/\/www.logistics-pilot.com\/wp-content\/uploads\/2023\/02\/Main_800_1.jpg” title_text=”Main_800_1″ _builder_version=”4.23.1″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.23.1″ text_font=”roboto-regular||||||||” text_text_color=”#003a7c” custom_margin=”-5px||||false|false” custom_margin_tablet=”||15px||false|false” custom_margin_phone=”” custom_margin_last_edited=”on|tablet” global_colors_info=”{}” theme_builder_area=”post_content”]The \u201cBYD Explorer No. 1\u201d was the first Chinese RoRo carrier to dock at the BLG AutoTerminal in Bremerhaven on 26 February.[\/et_pb_text][et_pb_text _builder_version=”4.23.1″ custom_margin=”||50px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n
\u201cMany areas of international trade aren\u2019t running smoothly at the moment,\u201d explained Volkmar Herr, Managing Director and Head of the International Division at the Bremen Chamber of Commerce. \u201cForeign trade turnover with many target countries is largely stagnating or declining; some countries, including China, are even experiencing significant downturns.\u201d Only for the USA is the picture more positive. <\/p>\n
\u201cIn my opinion, the predominantly lukewarm situation isn\u2019t primarily due to the looming geopolitical conflicts in the US-EU-China triangle,\u201d he pointed out. \u201cIt seems that the negative impact on global trade can be attributed to the aftereffects of the pandemic, the change in interest rates and poor economic policy in China and Europe, especially in Germany.\u201d Then there are distortions in energy costs caused by the Russia-Ukraine war and energy policies in Germany that are not sufficiently open to advances in technology. <\/p>\n
The potential consequences of US-EU-China geopolitics on Bremen\u2019s economy is difficult to quantify in reliable figures. \u201cHowever, we\u2019ve heard in many discussions with those affected that companies are now looking at the emerging risks much more closely,\u201d he added. \u201cThey\u2019re trying to diversify their supplier relationships, change their warehousing, adapt their corporate structures to be better prepared for shocks, invest in other third countries and often have the \u2018China plus 1\u2019 mindset.\u201d It is noticeable that companies operating abroad are also looking at new third countries for their investment plans. Recent surveys by DIHK also showed this.\n<\/p>\n
[\/et_pb_text][et_pb_text _builder_version=”4.23.1″ custom_margin=”||25px||false|false” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″]<\/p>\n
Despite all these realignments in supply relationships, we must remember that China is the world\u2019s second largest domestic market. \u201cDue to the sales opportunities there and the proximity to customers, German and European companies are investing in China to remain globally competitive. Plus, innovations pay off more quickly if you can use economies of scale for new products and services, which simply result from the size of the Chinese market,\u201d Volkmar Herr added. \u201cWithout well calculated innovations, our companies will fall behind the competition.\u201d <\/p>\n
Moreover, there are currently no reliable alternative suppliers outside of China for many products manufactured there, meaning that the Chinese market cannot simply be ignored. Management can see the risks, though. \u201cBusiness that can still be conducted well, over a manageable period of time, with the associated risk is still taking place. This can also lead to sales growth, but we\u2019re more cautious,\u201d he explained.<\/p>\n
The significance of the Chinese economy for automotive logistics is evident in several ways. \u201cChinese vehicle manufacturers are very interested in the European market. In 2023, we handled 10,000 Chinese cars at the AutoTerminal Bremerhaven – and this number is rising,\u201d reported Frank Dreeke, Chairman of the BLG Logistics Group. \u201cWith the arrival of the ‘BYD Explorer No. 1’ in Bremerhaven, the first ship chartered by a Chinese manufacturer has now moored with us. We\u2019re delighted by it. In mooring here, automobile manufacturer BYD is emphasising the importance of our location as an international hub for automotive logistics. We\u2019re very optimistic that we\u2019ll be working for and with the major Chinese OEMs in Bremerhaven during the course of this year.\u201d<\/p>\n
Cuxport has also observed the automotive market, particularly in Germany and Europe, increasingly shift from being an export market to an import one. \u201cAs a terminal operator, we at Cuxport added an additional eleven hectares of space to our terminal areas to the rear of the port in August 2023 to handle these increased import flows\u201d reported Oliver Fuhljahn, Head of Business Development for Automobile Logistics at Cuxport. \u201cThese extra parking spaces will need to be expanded in the coming years, for example through the possible construction of multi-storey car parks.\u201d<\/p>\n
Nevertheless, the increased import of new vehicles from markets such as China is leading to a further space shortage in Europe\u2019s already well used terminal landscape. The length of time vehicles spend at the terminals is also significantly longer today than for regular transport because logistical hinterland structures are still under development.
\n\u201cIn Cuxhaven, we\u2019re particularly in favour of developing berths 5 to 7,\u201d added Fuhljahn. \u201cThey\u2019re intended to be used for handling cargo flows associated with transport in the renewable energy sector, for example for the construction of onshore and offshore wind farms. This could balance out the capacity of the entire port area.\u201d<\/p>\n
Likewise, Mosolf is following the boom in electric vehicles in the Chinese automotive industry with great interest. \u201cBy founding Mosolf Port Logistics & Services GmbH at the beginning of the year, the Mosolf Group has focussed on expanding its port operations, particularly with regard to the challenges and opportunities arising from the boom in the Chinese automotive industry,\u201d reported Kai Wenhold, General Manager Port Logistics at Mosolf Port Logistics & Services. \u201cDevelopments in Asia not only harbour challenges, there are also opportunities for growth and cooperation.\u201d \b(cb)<\/em>[\/et_pb_text][\/et_pb_column][et_pb_column type=”1_3″ module_class=”dtb-sticky” _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_image src=”https:\/\/www.logistics-pilot.com\/wp-content\/uploads\/2023\/02\/Knut-Voigt_500px.png” alt=”Jan Heyenga, Managing Director, EMS Maritime Offshore” title_text=”Knut-Voigt_500px” align=”center” _builder_version=”4.23.1″ custom_margin=”50px||||false|false” custom_margin_tablet=”” custom_margin_phone=”25px||||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.23.1″ header_3_text_color=”#002e5b” text_orientation=”center” custom_margin=”||||false|false” custom_margin_tablet=”” custom_margin_phone=”||40px||false|false” custom_margin_last_edited=”on|phone” custom_padding=”||75px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n Knut Voigt, Branch Manager at BBC Chartering<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/www.logistics-pilot.com\/wp-content\/uploads\/2023\/02\/Volkmar-Herr_500px.png” alt=”Jan Heyenga, Managing Director, EMS Maritime Offshore” title_text=”Volkmar-Herr_500px” align=”center” _builder_version=”4.23.1″ custom_margin=”75px||||false|false” custom_margin_tablet=”” custom_margin_phone=”25px||||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.23.1″ header_3_text_color=”#002e5b” text_orientation=”center” custom_margin=”||50px||false|false” custom_margin_tablet=”” custom_margin_phone=”||40px||false|false” custom_margin_last_edited=”on|phone” custom_padding=”||75px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n Volkmar Herr, Managing Director and Head of the International Division at the Bremen Chamber of Commerce<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/www.logistics-pilot.com\/wp-content\/uploads\/2023\/02\/Oliver-Fuhljahn_500px.png” alt=”Jan Heyenga, Managing Director, EMS Maritime Offshore” title_text=”Oliver-Fuhljahn_500px” align=”center” _builder_version=”4.23.1″ custom_margin=”50px||||false|false” custom_margin_tablet=”” custom_margin_phone=”25px||||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.23.1″ header_3_text_color=”#002e5b” text_orientation=”center” custom_margin=”||50px||false|false” custom_margin_tablet=”” custom_margin_phone=”||40px||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n Oliver Fuhljahn, Head of Business Development for Automobile Logistics at Cuxport[\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section fb_built=”1″ _builder_version=”4.23.1″ custom_padding=”||||false|false” top_divider_color=”#DFE6EE” bottom_divider_style=”waves2″ bottom_divider_color=”#DFE6EE” bottom_divider_height=”75px” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_section]<\/p>\n","protected":false},"excerpt":{"rendered":" The world is in flux \u2013 things we once understood to be true are now different. But how are developments as diverse as the post-pandemic boom in new builds, piracy in the Red Sea and China\u2019s geopolitical aims affecting the maritime economy? And how do all these puzzle pieces fit together?<\/p>\n","protected":false},"author":10,"featured_media":65551,"comment_status":"closed","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_et_pb_use_builder":"on","_et_pb_old_content":"","_et_gb_content_width":"","footnotes":""},"categories":[54],"tags":[],"class_list":["post-65639","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-main-topic-en"],"yoast_head":"\n\u201cThere\u2019s currently no substantial new build programme that would lead to major fleet growth.\u201d<\/h3>\n
\u201cThe situation isn\u2019t primarily due to the looming geopolitical conflicts in the US-EU-China triangle.\u201d<\/h3>\n
\u201cWe\u2019ve added additional space to our terminal areas to handle these increased import flows.\u201d<\/h3>\n